Internal-combustion engine



July'3, 1,928. 1,676,212

F. A. BULLINGTON INTERNL COMBUST I 0N ENGI NE Filed July 12, 1925 -3 sneetssheer- 1 /4 INVLNTOR A TTORNEY July 3, 1928. I 1,676,212

F. A-BULLINGTQN INTERNAL COMBUSTION ENGINE Filed .July 12,. 1925 SSheets-Sheet 2 Z5 37 36 2a 4 37 32 2k l 26 l 2/ 50 4 as 2 W .22 34 /7 3 3/ 15 35 5K 42 4/ a 43 55 27 7 35 .57 f 54 Q /5 50 X 3 v I /0 2 3/ July 3, 1928.

F. A. BULLINGTON INTERNAL COMBUSTION ENGINE Filed July 12, 1925 3 SheetS-N-Sheet 3 l qiblg 1 INVENTO 0/0750 .4 TTfS/(NE y eff Paizez'nted July 3,

' FEANK; AL BILTLLIN TONQ 03 NTE NAL- QM UWW mm (swee iee re This invehtidlil t0 intern a1 combustj pnj engines ancTthe prlmary ObJQQt thereof 'is fto provide zm'engine which will possess Certain: i-nhef ent-f ach evgqteges 411d wh 'ichi' will e""1'na1;ked improved efiicl eney ovel those Nb hes which are new censi dereck to "be sfia ld rd Q I 1 F61 example. I have provided; an internal eomb ust ioh engine ilfwh ieh the expansion action (if the, working; flpid is considerably iii ex cessl'of the 'cqmpfessieri rlat'io'yof; the

engineangl I have s oconsfcruejzed' the. en ine lus efu'l work,

'1 Miss t y 95 91 31 9 3 Ox? a; sleeve if al ve. may he 11lovable the cylinde s zinc} which may be 15m is v. 'w'ihelfebj fuelj 'inlet ports ffuelexheust pp rts ehd vbl igmeti'ie p orfcs' ay begeontyolled 111 a; cefivenienfi manner "I hm e alo provided liereby if ene' the Yzilyes becomes the 'h ez it fjdlfi 'thefeXHmiSt gases. Means is 136 pi-ovidd for; uniform-1y -distriloutlng jthe fii el over "theme-heating men-fits apd csuslng itto ii fl ifbftfilj fill the 'coin pres'sipn chem; b rsbf the engine.

My" -mvenrlon iconteihplates, other noi el fatilres and agdvantages, ill of'whi c'h wilYbe sjie c iiicellhi desctibed hereinafter, references being ,had to the accompanylr xg; drg wmgs 1n ifozfe'tgpdead efiter' gfsczyvengi gigstroke) i .Figti i s arsiml 'r Vi w howms: t e alr inlet pertb'onipletely cpen b ett em dead scavenging stnoke) "plane s; one through -tWQ o the j eggplp'dedfehalfge 1nay'beu dt V .7

- I @he exhaust-closed;

openln'g. I cylinder perts showin'gthe filth 1' with" the ap fiepriatej cuttings KANSAS: amt, mssaum.

eem 1 L9 c 'lindei" "head,distribfitdi'f plat end 101: the cyhndeli, v

Flg re 9 ;1s-

' eCtiOnaLIVieW- on three fFigure lO'jisi a sseetidnel View through the V cws q'at f' fli'esii a point before bO CtOiHI, dead 'efite t-iop stroke.

Figi'lre-ll is L seqtio nal View 011; planes," 7

I hgiiefs'hcwn ni nvenfiiop'hslaisseeizit'ed w th a fo'urcycle rec procatory internal c01 11- bUStlOh motei" end herelna'fter Wherever; the

to be 'o sid t e i r en' e b e ".f fi a y 561 umetric fhijd. r j

Wherever the term air i siem l pyeclf i tmerals of 'fefei'eqce: v V M I v 1 s gnates ef enkl c se. n. whic si; mm nte'df Qi' i fll if .ffi b ng 1 sh wn e f upnm't bearing-s "4 1 515 andgt he cmnk ras ceu 'flalfleegl by We gh s 6, 8 nclYQ- rMOl I e, he

wi l r f, and-n1??? crank case are cylinders 10, 11, 12 and 13 so that-the engine is shown as a four cylinder,

four cycle type, although the number of cylinders may vary without departing from the generic principle involved. Each cylinder may consist of a tubular member 1 1 havingra main chamber 15 in which compress tition 18 which constitutes a deck for supporting an exhaust port member 19h'aving radial tubular extensions21 which communicate with openings22 in the wall of the cylinder, the center portion 23 of the exhaust "port communicating with an exhaust ,manifoldl2l (see Figure 8) through apipe 25 connected to the cylinder hcad26. The chamber 16 is in communication with the space 27 surrounding the portion 23 and communicates with the intake manifold 28.

The chamber 16 hasport cuttings 29 in line with the port cut-tings or openings 22 and the working cylinder below the'p'artition 17 is provided with port cuttings v3O aligning with the port cuttings 22 and 29 and at the lower end; of the compression portion ofthe cylinder are port cuttings 31 (see Figure 6). The cylinderis provided with sealing rings 32, 33pand 34, against which may bear a sleeve valve 36. 35 is a bearing flange for the valve operating gear and it has anchoring ears 35 by means. of whichthe cylinder may be fastehed to the crank case; The sleeve valve is prefer-ably provided with this or rings 37 having a high coefficient of radiationso that the valves may be air cooled. Each valve is shown as provided with a flange 38 having a perforation or opening 39 therein to receive an upstanding pin 40 on a ring gear 41 rotatable about the. axis vof the cylinder and bearing on the flange The ring gear is shown as of the worm type and it s driven by a worm pinion 42 on a shaft 4:3, the shaft 43 being driven by a link belt 7 14, receiving its motion from'the crank shaft.

It is undertsood of course that one shaft 13 carries as many pinions as is required'for the particular number of valve gears of the engine.

Each sleeve valve 36 is provided with four tubular passageways 4l', which are of such length that they may communicate the ports 29 with the ports 30 to admit fuel from the chamber 16to the combustion or working chamber'of the cylinden and each valve is provided with four tubular passageways 46 which, are longer than the passageways 15 so that the ports30 can communicate through the pasagewa-ys 46 with the ports 22. The

passageways @6 are provided intermediate their ends with bridge members 4? which are .whcn the charge is exploded.

adapted to close off ports 29 when the ports 30 and 22 are in communication and when ports '29 and 30 are in communication, the

lower portion of the valve is provided with port cuttings 48 which are adapted to register with the port cuttings 31 in the cylinder, the port cuttings 31 being at aboutthe bottom of the effective portion of the cylinder for compression but not at the bottom'as com pared to the expansion of the fluid because while effective compression beginsatabout thetop of the ports 31 due to the fact that the ports are open for part of the-compression stroke the expansion continues a considerable distance beyond the ports 31- because during the expansion of the exploded charge the ports 30 will be closed. This will all be explained hereinafter. By reference to Figure 8 it will be obseiwed that the exhaust portion or that portion of it designated 23 is elongated and at its upper end there is provided a distribuh with the perforations it will be, apparent I that the incoming. fuel will be distributed over the eifectivecross section of the cylinder on its way to the fuel chambert16'as distinct from passing locally-down'one side of cylinder since there will be an equal and uniform distribution of the gases over the exhaust port the gases will enterthe combustion or working chamber115 of the cylinder of uniform, density at diametrically opposite points or points about 90 degrees apart. Therefore the fuel will enter the working chambers in a strata of un form density. During its passage fromthe intake manifold to the fuel chamber 16, the fuel will pass over the exhaust portthe latter acting a stoveto heat the incoming fuel before it enters the working chamber; Therefore the fuel enters the working chamber at a uniform density and at a high enough temperature to give the best results By reference to Figures 2, 3, 4 and:5' it will be observed that the valve is provided with appropriate air port cuttings to allow the air or volumetric fluid to passthrough the ports31. Theports 31 are in communi-. cation with a fluid chamber 52 whenever they are uncovered by the valve, it, being obvious of course that theseports in any one cylinder are open only on the intake and v the compression stroke ofthe piston,-.and that during the time of firing. and exhausting they are closed. H

ml .P e The; chamber or -manifold 52; lmy; be pros at ti I Am imp r ant.fee m' dz theifiv ntitm i I that-thesleeve;valvesi cer y the spank plugs 53 and for convenience lintay -enaangeiifour spank phi-gs 9O clegrees gpart;ahoutgthe cylinder so that Whenthe valves are 1n! positionjto close off the intakeepg its at; time; of V explosionsthe spzu'lnplugs 53;,Wi1l vbe opposite heajpm t cut ngs 30 s th t th P'Q S 2 3 neallyg serve thnee functions in that they ttre el ts fe xhaust poigtsmnd-ignition ports.

viclecl with a valve fiabsupporteclby a spring 55; ,thei spring fifi being sufficient :tonopmaglly hold the; valve 541 seetech but whenever there the valvewill: {open-; to allow; fresh]; fluid? to Pesssinm hemeni e di'o c ambe Assuming the-t theepartsiare-p1iope171y semhleclranicl that the pistons, 56 apewon neeted to -thein vresgaective cpank- 'a zlns by ap-. h pn a e on e ting n d .573; and the en;

gine istnr-necl' ot erg lone of the cylinders will; first takeg inn the change; the; density of ltrhe cherge. clefpe ding upon the position-f the; throttle valve vfor if; the tluiot tle valve is open. the density; will be greeten than iii'the; thizottlevalve is spertiahly closed} Assuming that cylihde -ltl is taking int a chargethe exliaustpo r-ti will be out off; so that the; clvvg e will'; be, drawn inflthrough nto the Ych amher lS through 3Q wh n (twenty t' uncover v the p 91'}; cutt the. piston t v tionalg amount: oi the volumetigic fluid the.

formlof a stli'ata tog fill thespace between,

the of poi'tctttting 31 and the top. ofthe new depressed piston until the entire cy1in pl e r shown above and below the port-cutting is tilledwith fluid 011 the upwa d 01: com-- pression stroke of the piston: the volumetrjic I fluid taken the cylinder? I below otts 31 iivillibe- (1i cede oi"v dischztigiedsthrohgh ports: 3 Li nto the manifolct 52; thitough which t. m y essime th z..y e n h n *P Lt' fi edee e 9" e ii iwteit e cylinders Withthe; me; fold whenever the Bisens belie t1; e t stwdue nthe -te tion em compress-ion; s roh es of the? pistens;

7 W e n s h s i ee cenepnessedi' to i y fiaie etmosphetesends embuste t PQflS-fil:

e 5 llea eu t; s way w y I wbeing elpsecll fAstthe' piston p mses dowm dlye t k Q ler e 2 I w ll ol q mtitthe p st e is .7 eqi e i As, e tw lllcgtl ny the-heat f w 1111'? uni-formmanner" "of 1 operation-so 'wli mi li g:-w p e si q w ll! have-been cu mmt emw isat en" .Withsthe;chambegi;52 so -thath PISEQILJCELD pansionssttoke ofj the piston'fwill beefie'etive" during a greater pe ziodL-than the effective compressiomstnoke because gcompnession. takes place ibegi nning withthe top of port 31-; While q expansion continues-Biol; at least a considerable perlogtlongfili-or; unt l the; piston. moves its-fer as. thQgpjlStOn: cylinder- 12.

stant compression ptesstu'e irrespective; of thez quantity of; the: fuel charge and. having at constant eXpensiQn: smoke; the; expansion ro eb ngyr exc s f hewmp slen Valve/i -pwtlyi csed espi stont on 1n} 4 e i ial va uum, n

wve iecb When-{the incoming olu netigical cylinder to that of atmospherelhtit when the throttle. valve is open 5 less airinia zy be 11equilted; to g m a-kefupv the jvolnmeforithei initiel compression.

At en n 1s b i e terms 7 40 may be made of materi-mt whiehq 11 the valves will be operated..i11o1n the gem3s ent rely h ughwthe-pi s he enns ing' lflinks.- Sholil {one of the; yalvesi ft he y1- nd r rtbesome st e s t e e c n in e tiit m, h e -i g he limi sol; at-the mgir g m-3; c move i ad epen entl] Attention is also; ca tlete:

1 09 Pl ce n the 119M391? i e 15- fl idwc kail? is t s 1i p th p t n 'Q we nthepls enw d'the f;i e *ch rgs,g t

c n titute i .gtempemt i rotates about the oyhnclen j i ma hee t Q' s at M l ah-cylinder engine other," i The importer-meg o-f thiis :is arppaiqcnt. I Invie-W of? the thatthe vol nmetiie will be eppatenti thatgwhenthe pistonino'vves on; its scavenging stroke all tofi the, burnt gases? willhe fiorcetlj outot th I cyl'ndei: he-i. cause-they will be clis1 acetli b n qtwnt v 7 Plate or vee' elt cycle each cylinder t "e lice-1f intr'educed;-1Euel will 1 isimp st heee e H, 1 met eppreciztte, eqefiicxeney oi. 1 ee mwh he Ve l -me mfl um lea no-smell rhe r t0: thez ect; hat: wi l: vbet H" y-index 1. that there i l be ou hl scaven ed so the air functions both b b 7 V v as a volumetric fluid and as a thorough scavenging medium.

The'advantages galned by provldmg constant compression in the Working chambers metric fluid but it Will be maintained for all practical purposes; for example, in that type of motor in Which the-working chamber of the cylinder has a uniform cross section there' is no turbulenoein the exploded charge, therefore, the noncombustible volumetric fluid or air strata will not be'appreciably disturbed. Hence it \vill'not-dilute the fuel mixture nor will it mix With the exploded charge to an extent sufiicient to clestroy the value of the volumetric air as. a

'scav'e-n 'in medium.

What I claim'and desire to secure by Let ters Patent is I v 1. A four cycle reciprocatory internal combustion engine comprising a cylinder providedwith a Working chamber having means for combusting fuel introduced into c said chamber, means for admitting fuel into and exhausting'burnt gases from the cylinder and a reciprocatory' piston in the-cylinder having effective expansion movement greater than its effective compression movement and an effective fuel intake movement equal to thecompression movement and less than the expansion movement.

2. A reciprocatory, internal' combustion the ,cylinder" functioning to receivefuel,

- combust it and exhaust'the burnt gases, and

a noncombustible volumetric "fluidinlet port in the cylinder opening prior to the limit of the effective intake stroke of the piston.

3. A reciprocatory internal combustion engine, comprising a cylinder having a working chamber, an intake chamber and an exhaust chamber adapted to communicate with g the Working chamber, the working chamber,

the intake chamber, and the exhaust cham- 7 her being in longitudinal alignment.

4 4. A four cycle recpro'catory internal com bustion engine comprising a cylinder and a piston, the cylinder having means for receiving fuel, combusting it and exhausting the burnt gases,-the engine having a con stant compression ratio and a constant ex pansion ratio, the expansion ratio being greater than the compression ratio and an engine, comprising a cylinder and a piston,

effective fuel intake movement equal to the compression movement and less than the expansion movement. I

-5. A reciprocatory, internal combustion engine, comprising a cylinder having a Working chamber, an intake chamber, an exhaust chamber adapted to communicate With the Working chamber, the Working chamber,;the intake chamber, and the exhaust chamber being in longitudinal alignment, and valve meanssurrounding all the above mentioned chambers. v r 6. A reciprocatory internal combustio engine comprisinga cylinder and afpiston, the cylinder having means for'rec'eiving fuel,

combusting it and exhausting the burnt gases and means forintroducing a noncombustible volumetric fluid into the cylinder at the piston. v v

7. A reciprocatory internal combustion engine comprising a cylinder andp'iston, the cylinder having means for receiving fuel, combusting it and exhausting the burnt gases and a chamber in ported communication 'Withthe cylinder adapted to admit noncombustible volumetric fluid into the cylinder at the end of the effective fuel intake stroke of the'piston. A m 1 8. A reciprocatory internal combustion engine comprising a cylinder and' pisto'n, the cylinder having means for receiving fuel, combusting it, and exhausting the burnt gases the end of the effective fuel intake stroke of and a chamber in ported communication With the Cylinder adapted to admit nonco1nbustible volumetric fluid into the cylinder at the end of'the effective fuel intake stroke of the piston and an automatically operated intake valve; for the 1 chamber opening in response to drop in pressure inthe chamber.

9. ,An internal. combustion-engine comprising cylinders and pistons therein, each cylinder functioning to admit a fuel charge, combust it and exhaust the burnt gases, a chamber outside the cylinders adapted to admit noncombustible volumetric fluid into the cylinders at'the ends of the effective intake strokes of the pistons and to receive back at leastisomeof the volumetric fluid during the initial compression strokes of the pistons.

10. "An internal combustion engine comprising cylinders and pistons therein, each cylinder functioning to admit a fuel charge, combust it and exhaust the burnt gases, a chamber out'sidefthe cylinders adapted to admit noncombustible volumetric fluid into the cylinders at the ends ofthe effective fuel intake strokes ofthe pistons andto receive back at leastsomeof the noncombustible volumetric fluid during the initial compression strokesofthe pistons, the chamber constituting a noncombustible volumetric fluid manifold connected to all the cylinders 11 An internal combustion engine comprising a cylinder and a piston, the cylinder having means for receivingfuel charges, combusting them and exhausting the burnt gases, and a mechanically actuated valvecontrolled means for admitting noncombusing fuel, combusting it and exhausting the 'tible volumetric fluidinto the cylinder at the end of the effective fuel intake stroke of the piston. 1

' 12. vAn internal combustion engine com prising a cylinder and a piston, the cylinder having charges, combusting'them and exhausting port means for receiving fuel the burnt gases and a rotary valve-sleeved about the cylinder, the valve having longi-Q tudinal fuel intake andexhaust gas passages and ports alternately coinciding with ports in the'cylinder.

An internal combustion engine com-' V prising a cylinder vand a piston, the cylinder havin ort means for receiving fuel charges, combusting them and exhausting ing'with' ports in the cylinder.

14; An internal combustion engine com prising a cylinder having means for receiv- ,burnt gases, a reciprocatory piston in the cylinder, the engine having a'constantcompression ratio and a constant'expansion ratio, the, expansion ratio being greater than the compression ratio, and means for admitting a noncombustible volumetric fluld into i the compression chamber of the cylinder of i the engine at about the limit of the effective fuel intake stroke ofthe piston in inverse ratio to the fuel admitted to the compression chamber, the volumetric fiuidand fuel be- 7 ing maintained in the compression chamber in strata.

15. A reciprocatory internal combustion engine comprising a cylinder and a reciprocatory piston in the cylinder,the cylinder having a working chamber provided with means for admitting fuel, combusting it'anil] 1 i i exhausting the burnt gases,-=a volumetric noncombustible fluid inlet port eo-operating I:

with the fuel admittedto provide a constant initial volumetric'condition in the working chamber of the cylin derat' all timesirre-f spective of the amount offuel actuallyJad-, v mitted, the pistonhaving an effective com-3 pression stroke less than its full'expansion" stroke. g

16: -A reciprocatory internal combustion engine comprising acylinder and a piston, the cyl nder functionlng to receivefuel, c0m bust it and exhaust the burntga'ses, anoncombustible volumetric fluid inlet port in I the cylinder,opening at'theend of the e ffective fuelintake stroke ,of the piston, the

noncombustible volumetric fluid and fuel be ing admitted in the cylinde'r'in strata prior to ignition.

17. A re-ciprocatory internal combustion engine "comprising a-cylind'er and afpiston,

the cylinder'functioningto receive: fuel, corn- .bust it and exhaust the burnt gases, means 70" for introducing a noncombustible volumetric fluid into the cylinder at approximately the end of the effective fuel intake stroke'of the piston and forpermitting some of the'volumetric fluid to escape from theicylinder dure ing the initial compression stroke of the .pis ton to cause theexpansion ratio of the engine tobe greater than the compression ratio.

l8.'A reciprocatory, internal combustion 80 engine, comprising a cylinder having a work-' mg chamber, anintake chamber, an exhaust chamber adapted to communicate 'with them} working chamber, the Working chamber, the

intake chamber and the exhaust chamberbe c ing in longitudinal alignment, and a perfo-= rate fuel diffusing plate in the intake'cham:

ber.

In testimony WhereofI aflix my signature.

FRANK A'. BULLINGTON. 

